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iii 3 Even/i 97 g; @772 65 212714716] Patented May 18, 1926;

JAMES T. COWLEY, OF MINOT, MASSACHUSETTS,

ASSIGNOR TO THE LAMSON COMPANY,

OF BOSTON,V MASSAGHUSETTS, A CORPORATION OFMASSACHEUSETTS.

GONVEYER SYSTEM.

Application filed November 3, 1922. Serial No. 598,876.

g This invention concerns conveyer systems and relates more particularly to a system useful in unloading cargo from vessels and for conveying it directly to freight cars or other land vehicles.

Bananas, which constitute an important item of present day commerce, are commonly brought in bulk, by water, to the southern ports of this country, where the bunches of .10 fruit are transferred from ship board to freight cars for rail shipment to interior and northern points. As the bunches of bananas are not wrapped in any way, but shipped as they are picked from the tree, they present certain difliculties in handlin not encountered in the transportation of merchandise such as is commonly shipped in bales, boxes or barrels, and with reference to which most of the usual handling mechanism has heretofore been designed. Ordinarily the bananas are quite green when they arrive in port and cling with considerable tenacity to their stems, but when for any reason, as foriexample' the occi'irrence of a storm or engine break-down during the voyage, thefship is delayed in reaching port, the bananas may have attained such a stage of ripeness before unloading that slight blows will bruise them very seriously or cause them to drop from the stem. When such overripe bananas are raised from the ships hold by the ordinary bucket elevator or pocket conveyer and permitted to drop onto aplatform or other support whence they are carried a considerable distance on the backs of roustabouts to the freight car, there necessarily occurs a very series loss, not only from the dropping of the fruit from the stem, but

also from the bruising and subsequent blackening of the fruit remaining on the bunch. Even when the fruit'is not overripe, serious damage results from this method of handling, and While by reason of the perishable nature of the fruit it is manifestly desirable .to make the transfer from ship tocar as rapidly as possible, the ordinary mode of carrying out this operation involves so many handlings, and employs manual labor to such an extent that further loss is occasioned bv the delay at this point in the transit. Moreover, in the loading of cars with fruit,

it frequently becomes necessary, in order, for example, that a given car may be entirely filled with a certain grade of fruit, to

including carriers for individual bunches 0 select bunches from other and partly filled cars and transfer them to the car in question, and as the cars may be upon different railway spursin the freight yard and at a very considerable distance apart, suchfurther handling involves added loss and delay.

While it is thus desirable to provide other means than those at present available for use in transferring the fruit from the ships hold to the freight car, at certain ports at least, it is not feasible permanently to convert the unloading elevator devices from that type adapted to the handling of general merchandise to a type especially arranged for unloading bananas, as there is always the possibility that the dock and elevating means may atwtimes be used for unloading general cargo, while in some cases, where docks are owned or controlled by the government, the regulations concerning the design of the dock facilities actually prohibit the provision of a special elevator structure adapted only for handling of a single commodity. i

The problem is thus complicated by the necessity of retaining the principal features of the old type of unloading elevator apparatus with its facility for handling certain classes of general merchandise while at the same time providing an arrangement capable of eiiiciently handling bananas in bunches even when the fruit is in overripe condition.

Objects of the present invention are accordingly to provide a convertible unloading elevator mechanism capable, with but slight labor and expenditure of time, of conversion from one of the usual type, useful in the handling of general cargo, to one designed particularly for lifting bunches of bananas, or vice versa; to provide automatic means bananas for transferring such bunches from the elevator device to the freight car door Without intermediate handlings; to permit the stopping of loaded carriers at predetermined cars or their movement from car to car, whether upon the same railway spur or not, at will; to provide for the return of the empty carriers from the cars to the elevator and thence to the ships hold; and to provide for directing the carriers, after again being loaded inthe ships hold, to the upgoing run of the elevator to be lifted thereby.

While the conveyor system herein I described is designed with especial reference to the handling of bananas, it is evident that many of its features are equally well adapted for use in the handling of general merchandise, and it is contemplated that such use may be made of the present device, with or without such modifications as may from time to time be found desirable, without departing from the spirit of the present invention. In the accompanying drawings there is illustrated a preferred arrangement of mechanical elements substantially designed for attaining the above objects and well exemplifying the structural arrangements which might undoubtedly be devised for securing the desired results.

Fig. 1 is a diagrammatic plan view of a conveyer system constructed in accordance with the present invention;

Fig 2 is a diagrammatic side elevation part-1y broken away showing the conveyer system of Fig. 1;

Fig. 3 is a fragmentary vertical section partly in side elevation of the lower part of an elevator tower forming a part of the present conveyer system, the parts being shown in the position which they occupy when a hook conveyer device is being employed;

Fig. 4 is a view similar to Fig. 3 butshowing the parts as arranged for use with a pocket conveyer;

Fig 5 is a fragmentary plan view of diagrammatic character showing the junction of one of the spur tracks of the conveyer system with the main or dock-side track;

Fig. 6 is a diagrammatic horizontal section showing one of the spur tracks of the conveyer system. parts being broken away;

Fig. 7 is a diagrammatic side elevation showing the inclined track leading from the elevator to the main track;

Fig. 8 is a plan view of the devices shown in Fig. 7;

Fig. 9 is a side elevation of the end portion of one of the conveyer tracks, either the main track or a branch track;

Fig. 10 is a plan view of the devices of Fig. 9;

Fig. 11 is a plan view of the opposite end of the track shown in Fig. 9;

Fig. 12 is a side elevation of the parts shown in Fig. 11;

Fig. 13 is an end elevation viewed from the right-hand side of Fig. 11; I

Fig. 14 is a vertical cross section on the line 14-14 of Fig. 11;

Fig. 15 is an end elevation and Fig. 16 a side elevation of the lower end of the extension leg of the elevator structure together with means which may if desired be employed for supporting and guiding the material to be elevated on its way to Hm elevator chain;

Fig. 17 is a fragmentary side elevation of one of the horizontal conveyer chains showing details of construction, together with a portion of the associated track and a trolley mounted thereon;

Fig. 18 is an end elevation, partly in vertical cross section, of the parts shown in Fig. 17;

Fig. 19 is a side elevation of a trolley device forming an element of the system, shown in the position which it occupies when supported by a hook of the elevator chain;

Fig; 20 is an end elevation of the device shown in Fig. 19;

Fig. 21 is a fragmentary side elevation of the parts shown in Fig. 19 but viewed from the opposite side and with the hook-engaging element in inoperative position;

Fig. 22 is a front elevation of a hook-carrying bar with a trolley supported upon one of its hooks, together with portions of the elevator chains to which the bar is secured (the chains being in section), and fragmentary parts of elements associated therewith;

Fig. 23 is a vertical cross section to larger scale on the line 2323 of Fig. 22, together with fragmentary parts of other elements;

Fig. 24 is a vertical cross section on the line 2424 of Fig. 22; V

Fig. 25 is a vertical cross section on'the line 2525 of Fig. 22;

Fig. 26 is a fragmentary plan view showing details of the horizontal conveyer track and a switch device employed in connection therewith;

Fig. 27 is a side elevation showing certain of the parts illustrated in Fig. 26;

Fig. 28 is a side elevation of a-modified form of switch structure;

Fig. 29 is a fragmentary,-vertical cross section on a line such as 2929 of Fig. 26;

Fig. 30 is a fragmentary side elevation looking in the direction of the arrow A in Fig. 26, the main track being omitted;

Fig. 31 is an end elevation of the device shown in Fig. 30, the main' track being shown in vertical cross section;

Fig. 32 is a vertical section on the line 3232 of Fig. 6, certain parts being omitted;

Fig. 33 is a perspective view of a belt conveyer device with associated parts for returning empty trolleys to the foot of the elevator device;

Fig. 34 is a front elevation, partly in secguiding one or more elevator towers 5. Each tower is provided with suitable wheels resting upon the tracks 3, 4 and with mechanism of well-known type (not shown) for moving it longitudinallyof the tracks as may be desired. A ship is indicated at S as moored to the dock for unloading. A series of railway spurs 6 lead from the main line of railway, not shown, substantially to the dock-side, these spurs being arranged in more or less parallel relationship and extending generally at right angles to the track comprising the rails 3, 4. Upon these spur tracks freight oars, indicated at 7 may be placed for loading. And endless horizontal conveyer track or guideway, indicated generally at 8 in Figs. 1 and 2, extends along the dock-side, and a series of branch tracks or guideways 9 diverge from the dock-side track 8 and extend along in parallel relation tothe several railway spurs 6. Each elevator toweris provided with a main boom 10 and preferably with an auxiliary boom 11 whichsupports a leg 12 adapted to depend into the hold of the vesse A vertical guideway comprising the spaced members 13,14, Fig. 3, is arranged within the lower part of the tower and serves to support and guide a frame 15 having journals 16 at its lower portion in which a shaft 17 is mounted. This shaft has a pair of sprocket wheels 18 fixed thereto. For adjusting the frame 15 in the guideway, a screw threaded shaft 19 is secured thereto, and a worm wheel 20, constituting a nut engaging the shaft, serves to impart longitudinal movement to the latter, thus raising or lowering the frame 15. A. pair of sprocket chains 21, 22 pass around the wheels 18 and about suitable guide pulleys in the elevator tower, and out along the booms 10, 11 and. the depending leg 12. The lowerportion of the leg 12 is provided with suitable sprocket wheels 23, 24 (Fig. 15) about which the chains 21, 22 pass. If desired, adjustable take-up wheels such as 25 may be arranged in the tow r. The chains 21, 22 may engage these ,wheels, and may be tensioned thereby in accordance with the position of the lower end of the leg 12 as the latter is raised or lowered as necessitated by the varying conditions met with during the unloading of the ship. The chains also ass about sprocket wheels carried by a s aft 17 and this shaft m'ay be driven alternatively in either direction by a sprocket chain. 17

actuated by any suitable form or reverse .drive gearing indicated generally at G. The

exact mode or mechanism for imparting movement to the chains 21, 22 forms no essential part of the present invention, howover. As here shown the lower end of the leg 12 is provided with a pair of rail memhers 26, 27 upon which material to be elevated by the chains may temporarily be supported in position convenient for attaching it to the up-going run of the elevator chain but in actual practice it is found that such rail members may'well be dispensed with, as the bunches of bananas or other materialmay be securedto the elevator chain more rapidly without the assistance of the railmembers. The chains 21 and 22 are furnished at N roper intervals (Fig. 22) with projecting -ugs such as 28, 29 respectively which are adapted to engage socket openings in memhers 30, 31 secured to the opposite ends of a hook-carrying bar 32. This bar is preferably of angle iron and to its vertical fiange a plurality of hooks are riveted. These hooks are of two kinds indicated at 33 and 34 respectively in Figs. 24 and 25, the hooks 34 being arranged adjacent to the outer ends of the bar, while the hooks 33, which are somewhat longer than the hooks 34, are secured to the bar at its central portion. The members 30, 31 are each provided with a cam device 35, 36 respectively, and each cam device ,comprises the diverging side members 37 38 and the connecting member 39. A pair of inclined rails 40, 41 (Figs. 1, 3, 7 and 23) are carried by the elevator tower, and the upper end portions of these rails extend beneath and lie respectively substantially in the vertical planes of the paths of movement of the hooks 34 of the elevator chain bars as the latter approach the sprocket wheels 18 so that articles depending from the hooks are caused to ride up onto the corresponding rails and move along the latter, the support thus afforded by the rails relieving the hooks of substantially-all of the weight of the articles. A pair of fixed abutment members such as 43 are associated with the upper ends of the inclined rails 40, 41, and are so arranged as to be engaged by the advancing sides 37 of the respective cam members 35, 36 as the latter move to- 110 ward thesprocket wheels 18. ,As the cam members come in contact with the abutments, the bar to which the cam elements are secured is caused to turn on its axis, thereby tipping the hooks 34 rearwardly and ro- 115 leasing the articles engaged thereby so that such articles are left upon the corresponding rail 40 or 41. The rails extend outwardly throu h the side wall of the elevator tower an gle rail at the point 44, this rail 45 being suitably bent and substantially merging into one run of the dock-side track 8 (Fig. 7). If preferred however, the rails 40 and 4]. may be continued independently of each 125 other to points of union with the track 8. This latter track comprises the in-board run 46 and the out-board run 47, the track 45 being connected with the latter. As the dock-side track structure and the tracks 130 as here shown merge into a sinbranching therefrom are of generally similar construction, it will be necessary to describe only one of such structures in detail.

Referring particularly to Figs. 9 to 12, which may be considered to illustrate the dock-side track, and that end thereof for example which is shown at the right-hand side of Fig. 1, a suitable supporting framework is indicated at 48, 49, 50, which is constructed of angle iron and in any desired manner. The endless supporting track is carried by suitable hangers such as 51 from I this frame, this track as above described having the in-boa'rd run 46 and the out-board run 47, which are united at opposite ends of the structure to form a continuous track. A shaft 52 is suitably journalled in the supporting frame and has mounted thereon a sprocket wheel 58. A bevel gear. 59 is secured to the upper end of the shaft, and meshes with a pinion 60 carried by a shaft 61, actuated through intermediate connections by a motor 62 mounted upon the frame. At the opposite end of the track structure Figs. 11 and 12) a pair of shafts 63, 64 are journalled. These shafts are provided with sprocket wheels 65, 66 arranged to turn in the same horizontal plane with the sprocket wheel 58. An endless chain 67 is trained around the sprocket wheels 58, and 66 respectively, lying substantially in the vertical plane of the track throughout the entire extent of the latter. A pair of guide rails 68, 69 are arranged in a plane above the plane of the chain 67 and extend substantially parallel with the in-board run thereof, being spaced apart as indicated at 70. A similar pair of guide rails 71, 72 extend along and above the out-board run of the chain 67, also beingspaced apart as at 73.

Above the plane of the guide rails just referred to a second endless supporting-rail comprising the in-board run 74 and the out-- board run 75 is mounted upon the supporting structure, the parallel runs of this rail being spaced apart, however, to a greater distance than the runs of the lower supporting rail. A second vertical shaft 76 is journalled in the supporting frame adjacent to the shaft 57 and a sprocket wheel 78 is mounted upon the shaft 7 6. A second sprocket wheel 79 is also fixed to this shaft and a sprocket chain 80 passes about the wheel 79 and about a similar sprocket wheel 81 fixed to the shaft 57. At the opposite end of the supporting structure (Fig. 11) vertical shafts 89;. 83 are journalled to which sprocket wheels 84 are secured. An endless sprocket chain 86 is trained about the sprocket wheels 78 and 84 and comprises runs which lie substantially parallel with and above the upper supporting track throughout its entire extent. in a plane above the in-board run of the chain 86 a pair of guide rails 87, 88 are arranged. These rails extend along and above the run 74 of the upper track, while similar guide rails 89, 90 extend above the run 75 of the track. As indicated in Figs. 10 and 11 the end portions of the rails of the several pairs of guide rails diverge from each other so as to provide a flaring entrance for the admission of the chain supporting brackets hereinafter described. While the branch tracks may if desired be provided with upper rails corre The end portion of the dock-side track comprising the in.-board run 46 and the outboard run 47 is illustrated in Fig. 5, to-' gether with the adjacent end portion of abranch track comprising the parallel runs 91, 92 which lie substantially in the horizontal plane of the runs 46 and 47. In this view, the in-board run 46 of the dock-side track is shown as provided with a hinged switch section 93 having an actuating bar 94 guided in suitable openings in the supporting framework, and provided with an actuating spring 95 whiclrtends normally to hold the switch section 93 in alignment with the fixed portions of the run 46 of the track. of a suitable actuating device indicated diagrammatically at 96, the controlling bar 94 may be moved to swing the switch section 93 into alignment with a curved track member 97 to which a second switch section 98 is hinged at the point 99.

The switch section 98 normally lies substantially in alignmentwith the run 91 of the branch track. being held in this position by means of a spring 100. Referring to Figs. 26 to 31Tthe latter switch device is shown in detail, the track member 97 being provided with a bracket 101 while the track section 98 is provided with a bracket 102. These brackets are provided with ears having aligned openings for the reception of a pin 103 by means of which they are hingedly secured together. The brackets 101. 102 are each also provided with outstanding arms 104 to which the opposite ends of a tension spring 106 are secured.

In Fig. 29 the rail 91 of the branch track is shown in vertical cross section, this rail being provided with a convex upper surface 107. In Fig. 30 the free extremity of the switch member 98 is shown in side elevation. This member is recessed at 108 for engagement with the adjacent face of the main rail 91. The upper part of the switch member 98 overhangs the recess 108, providing a downwardly concave shoulder at the point. 109 and the upper edge of the outer end of the shouldered part of the member 98 is By means tapered substantially to a point as indicated at 110, the parts being so arranged that when the member 98 is brought into alignment with the member 91 the tapered end 110 of the switch member forms a substantial continuation of the upper surface of the rail 91. The shoulder 109 normally lies in a plane slightly above that of the upper edge of the rail 91 but springs down into engagement with the latter under the weight of a loaded trolley, the curved engaging surfaces providing locking means to hold the parts positively in operative position. The spring 106 normally tends to retain the parts in the position shown in Fig. 26, the rail member 98, however, being permitted to swing outwardly away from the rail 91 upon the approach of a trolley moving along the rail 91 in the direction of the arrow B in Fig. 26.

Referring to Fig. 6, one of the branch tracks is s own, the central portion of its length being broken away, such track having the parallel runs 91, 92. The curved switch member 98 is aligned substantially with the run 91 as previously described. The end portions of the track are curved as shown at 111, 112, forming a continuous track. From one or both sides, as maybe desired, of such track, sidings such as 113 diverge, a single siding being shown in Fig. 6, while in Fig. l certain of the branch tracks are shown as provided with sidings connected to both runs thereof. Each siding may comprise a straight portion 114 lying substantially parallel wth the runs 91, 92 of the branch track and closely adjacent to a railway s ur 6, and also the curved portions 115. ne of the portions 115 cooperates with a movable switch member 117 hinged at 118 to the run 92 of the branch track. This switch member 117 may be controlled by means of a bar 120 and a spring 121 in the same manner as the switch member 93 previously described. In Fig. 32 a p and having a (,slot 124 with which a pin 125 suitable means for controllin 'such switch members is shown as consisting of a bell crank 122 pivoted at 123 to the framework projecting fr m the bar 120 engages. The other arm of 'the bell crank is connected by means of a link 126 to a lever 127 pivoted at 128 to the frame and having a handle 129 by means of which it may be manipulated. The track section 117 may, if desired, be mounted as indicated in Fig. 28 wherein the branch track section 92 is shown as provided with a bracket 130, and the switch member as provided with a bracket 131, these brackets having outstanding ears 132, 133 respectively, provided with openings for the reception of a pivot pin 134. Referring again to Fig- 6, a movable switch member 135 is pivotally connected to the other end 115 of the siding track at the point 116 and serves to connect the latter with the run 92 of the branch track. From the -in-board run 92 of the branch track a curved rail section 201 provided with a switch 202 leads to the in-board run of the lower dock-side track. I

A suitable framework extends from the in-board side of the elevator tower and serves to support shafts 136, 137 respectively Fig. 2, carrying suitable drums or rollers over which a belt conveyer 138 is trained. This belt conveyer is inclined as indicated in Figs. 2 and 33, the lower end thereof lying substantially below the out-board run of to employ article-supporting trolleys orv wheeled carriers of the type shown in Figs. 19 to 21, inclusive. In these figures the trolley or carrier is shown as comprising a frame 140 having a hook 141 at its lower end and provided with spaced members 142, 143 between which a trolley wheel 144 is journalled. This trolley wheel is provided with a grooved rim adapted to fit over the curved upper edge 107 of the rails above described.

The upper portion of the frame 140 is provided withan upstanding ear 145 having a substantially vertical abutment surface 146.

The car 145 is also furnished with a transverse journal opening 147 in which a loop or bail 148 is mounted. This loop, when in operative position, stands vertically as shown in Figs. 19 and 20 but when inoperative falls freely into the position shown in Figs. 17 and 21 where it rests against stop members 149 projecting from opposite sides of the frame 140. Each of the endless sprocket chains 67 and 86, which are of like construction, is furnished at intervals with links having brackets 1'50 (Figs. 17, 18) provided with transverse journal openings for a shaft 151, upon opposite ends of which rollers 152 are mounted. These rollers engage the upper surfaces of the guide rails associated with the respective longitudinal runs of the chain, and thus serve to support the chain intermediate the sprockets. Certain links of the chain, as for example those which carry the brackets 150, are also provided with depending brackets 153, which cooperate with the abutment surfaces 146 of the trolleys and serve to push the trolleys along the endless rails forming the dock-side and branch tracks of the system.

Referring to Figs, 4, 34 and 35 a somewhat modified arrangement is illustrated. The elevator chains 21 and 22 are shown as provided with lugs 28 and 29 (Fig. 34) in the same manner as previously described, but in place of the bar 32 carrying the hooks 33, 34 a rod 154 is employed. This rod has bracket members 155, 156 at its opposite ends provided with socket openings for the reception of the lugs 28 and 29. The bars 154 serve as supports for bags, pockets, or buckets 157 formed from canvas or other suitable material and comprising loose loops whose ends are secured to adjacent bars 154 and whose intermediate ortions hang loosely bet-ween the bars formlng pockets or buckets for the reception of material to be elevated. As shown in Fig. 35 the direction of elevator chain 21 is as indicated by the arrow X, and for automatically dumping the contents of the bags or pockets formed by the loops 157, a roller 158 is provided, such roller being mounted upon a rock lever structure 159 preferably supported upon the shaft 17. The free extremity of this lever structure or rocker arm is normally held in the position shown in Fig. 5 by means of a flexible eonnection 161 secured to. the lever adjacent to its free extremity and having its opposite end attached to a tension spring 162 secured to a fixed support 163. The shaft upon which the roller 158 is mounted is supported in open bearings in blocks such as 164 mounted adjacent to the free extremity of the lever device 159, and is secured in position in its bearings by means of hook members 165 carried b rods 166 passing through openings in the ever device and normally held downward by springs 167. As thus arranged the hook members 165 may be raised and the roller 158 removed, when desired. l/Vith the parts as thus described the loaded bags or pockets in moving downwardly with the elevator chain come into contact with the roller 158 and are thus turned inside out thereby dumping the contents therefrom. The resilient support for the dumping roll serves in large measure to prevent injury to the contents of the pocket, even though the article being conveyed be of a nature such that it might easily be injured by contact with fixed parts. For receiving the contents of the pockets 157, a suitable spring-supported bed 168 is preferably provided. This bed is carried at the end of a leaf spring 169 mounted upon a suitable support 170. This support is preferably of portable character, consisting of a framework mounted upon wheels and this framework also serves to support an endless belt conveyer171- whereby articles, as indicated at 172 in broken lines in Fig. 35', may be received from the bed 168 and conveyed to adesired point outside the elevator structure.

llteferring to Fig; 4 the lower part of the elevator tower is s own as arranged for use with the modified form of elevator device just referred to. In this view, the frame 15 is shown as moved downwardly to a point below that at which it is shown in Fig. 3, so as to bring the sprocket wheels 18 below the level of the track 40 and into a position ad jacent to the dumping device comprising the roll 158. When using this latter arrangement the elevator chain travels in the direction shown by the arrow X in Figs. 4 and 35, while when the hook supporting bars are employed with the elevator chain the latter moves in the-opposite direction as indicated by the arrow Z in Fig. 3, any suitable reverse drive mechanism '(Fig. 1) being employed for moving the chains.

Referring first to the structure as shown in Figs. 2 to 33 inclusive, it being assumed that the ship S is mooredat the dock and that freight cars are located on the railway spurs and adjacent to sidings 113 of the several branch tracks of the conveyer system, the elevator tower is moved to a position opposite one of the cargo hatchways of the ship and the booms 10, 11 together with the leg 12 are so positioned as to bring the lower end of the leg within the hold of the ship and at the level of the cargo. Assuming for example that the ship is loaded with bananas, each bunch of bananas is provided with a loop of cord, wire or suitable hook, as may be desired, by which it is suspended from the hook 141 of one of the trolley devices. The loaded trolleys may be placed upon one of the rails 26, 27 in readiness to be lifted by the elevator chain. The elevator chain moves in the'direetion indicated by the arrow X in Fig. 16, and the loaded trolley is pushed forward toward the end of the track 26 or 27 until it is brought beneath and in the vertical plane of one of the hooks 34 of the chain. The tracks 26, 27 are preferably so positioned that the hooks 34 may automatically engage the loops or bails 198 of the trolleys, thereby picking up the loaded trolleys and lifting them from the tracks upon which they are supported. If, however, it-be so desired, the tracks 26, 27 may be dispensed with and the loaded trolleys may be hooked directly onto the hooks 34 by the workman. T he loaded trolley is now lifted by the elevator chain and carried upwardly along the depending leg and the booms 11 and 10 and into the elevator tower. As the hook bar 32 carrying the loaded-[trolley approaches the sprocket wheels 18, the cam surfaces 37 engage the abutments 43 and tip the hook bar causing the hooks 34 to swing rearwardly and to re? lease the loaded trolleys, the wheels of which then rest upon one or the other of the rails 40 or 41 as the case may be. Due to th'e'inclination of the rails, the trolleys slide with their loads toward the lower and inboard ends of the rails. 1f the rails 40 and 41 

